Smoke-conductor.



tNo Model.)

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n. L. POTTER.

SMOKE CONDUCTOR.

Applination filed Apr. 3, 1902 THi NORRIS PETERS 0o. wofoumo wnnmomn. my C.

Patented Nov. 25, 1902.

3 Sheets-Sheet 1.

INVENTOR,

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(Nq Model.) 3 Sheets-Sheet 2.

N; 4,60 7 Patented Nov. 25, 1902. u. L. POTTER.

: SHDKE CUNDUCTOR.

-App1ication filed Apr. 3 1902 (No Model.) 3 Sheets-Sfieet 3.

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DUANE L. POTTER, OF CLIFFORD, PENNSYLVANIA.

SMOKE-CONDUCTOR.

SPECIFICATION forming part of Letters Patent No. 714,606, dated November 25, 1902. Application filed April 3, 1902. Serial No. 101.200. (N model.)

To all whom it may concern.-

Be it known that I, DUANE L. POTTER, a citizen of the United States, residing at Clifford, in the county of Susquehanna and State of Pennsylvania, have invented certain new and useful Improvements in Smoke-Conductors; and I do hereby declare the following to be a full, clear, and exact description of the in- 1 vention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to improvements in spark arresters and conductors adapted to be used on railroad locomotive-engines and the like.

The object of the invention is to provide an apparatus which shall carry the sparks and cinders issuing from the stack to a suitable receptacle, where they will be retained until the end of the trip and from which receptacle they maybe removedwith but little loss of time and without great difficulty.

A further object is to provide a conductorpipe or a series of conductor-tubes jointed or coupled together in such manner that the smoke and gases or products of combustion may be as they leave the locomotive-stack conducted along the length of said train and discharged at the rear thereof, if desired, thus obviating the annoyance of having the smoke, &c., pass in and through the car-windows.

The invention also contemplates the provision of means whereby the conductor-tube or pipe-sections may be jointed together in such manner thatthe accidental parting of the same is practically impossible and the coupling or joining of the aforesaid sections greatly facilitated.

In addition to the attainment of the aboverecited objects myinvention has also in view the employment of devices for supporting the conductor-pipe when the sections thereof are united in such manner that the entire conduit is in a sense and to a degree flexiblethat is, will yield and conform to the movement of the coupledcars when in motion and in turning curves, &c. i

To the accomplishment of the hereinbeforerecited objects I have devised an apparatus which consists in certain novel constructions, combinations, and arrangements of parts, as will be hereinafter set forth.

While I have herein illustrated my preferred structure, it will of course be understood that the invention may be susceptible to various changes and modifications as to form, size, and the relative arrangement of the parts Without departing from the spirit I or sacrificing the advantages thereof.

To a full understanding of this invention reference is to be had to the accompanying drawings, wherein- Figure 1 is a side View of a locomotive and a portion of a railway-coach provided with my improved smoke-conductin g apparatus. Fig. 2 is a central vertical longitudinal sectional View of that portion of the conductor which is provided with the cinder and spark receiving receptacle. Fig. 3 is a transverse sectional view of the same, taken on the line was of Fig. 2. Fig. 4 is a perspective view illustrating the device employed for supporting the conduit and permitting the movement of the same relative to the movement of the train. Fig. 5 is a top plan view illustrating the manner of coupling the sections of pipe. Fig. 6 is a central vertical longitudinal sectional view of the conduit and its supporting means.

Referring now to the drawings, 1 is a conventional illustration of a locomotive having coupled thereto a tender, as at 2, and a passenger-coach 3. Mounted in the ordinary position on the engine is the smoke-stack 4:, and 5 represents a curved tube or elbow applied to the stack-top and jointed to theduct 6, such elbow being adapted to deflect the products of combustion into the duct, as indicated. I may also here mention that the exhaust steam from the engine-cylinder 7 is directed and conveyed through any suitable agency, such as the pipe 8, into the stack 4 of the 10- comotive and thence into the smoke conductor or flue 6. The elbow 5 and the duct portion 6 of the conduit are preferably formed of metal, while the sections 9 of such flue or conduit are composed of rubber-hose pipe or like material.

Formed on that portion 10 of the conduit situated directly over the tender of the locomotive is the enlargement or chamber 11, designed to deflect and arrest all sparks and cinders passing through such conduit. The

construction of this enlargement or chamber is more clearly illustrated in Fig. 2. As will be seen, the ends 10 of this portion of the conduit are of substantially the same dimensions in cross-section as the hose-pipe or rubber duct-section 9, which permit the same to be jointed or coupled. The parts 10 10 and enlargement or chamber 11 are preferably formed of metal or like material, and within the aforesaid chamber 11 is secured the deflecting foraminous portion or screen 12. This screen extends nearly the entire length of the chamber 11 and is inclined, as shown in the drawings, in such manner that the sparks or cinders entering through the parts 9 and 10 from the stack of the locomotive will be deflected and carried downward and into the receptacle 13, formed in said chamber. This receptacle 13 is provided with any suitable closure or cover, which may be opened or removed to allow the cinders to be removed or else deposited in the tender 2. While the cinders and sparks are being deflected by the foraminous screen into the aforesaid receptacle the smoke and gases will pass up through such screen or netting and will be conducted by the flue or conduit to any desired point at or near the rear of the train. Y It is a feature of advantage and importance that the enlargement or chamber 11 should be of relatively greater size than the remainder of the conduit in order that the pressure exerted by the products of combustion passing therethrough shall be greatly reduced, thus preventing the sparks and fine cinders from being carried onto the end of the train. In Fig. 5 I have shown my preferred form of coupling for connecting or joining the sections of pipe; but it will of course be understood that any desired or suitable type of coupling may be employed. Each section of hose pipe or tubing is provided with a short section of metallic pipe 14, held securely and permanently therein by means of the binding collar or band 15. At 16 16 I have shown sleeves formed, preferably, of sheet metal and adapted to fit over the section 14. These portions or sleeves 16 are formed with annular shoulders 17 and are screw-threaded at their contiguous end portions 18 for the reception of the couplingsection 19. Interposed between such section 19 and the aforesaid sleeve 16 are the annular flanges 20 for purposes hereinafter set forth. When all the parts above described are in the relative positions mentioned and it is desired to secure the same in such position, this may be accomplished by the locking means which I have provided. Permanently attached to the pipe-section is the stud or lug 21, having pivoted thereto the lever 22. In turn there is pivoted to the lever the locking latch or key 23, having the cut-away portion 24 therein, adapted to seat the flange 20. When the key is in its locked position, the hooked portion 25, formed by the recess in the key, engages with the groove 26, formed in the aforesaid flange 20. As will be observed, this key is operated, locked, and

unlocked through the agency of the lever 22. When it is desired to uncouple the sections it is only necessary to bring the lever from the horizontal position shown in full lines to the vertical position illustrated in dotted lines in the drawings, such action releasing the key from the flange 20 and permitting the sections to be disconnected.

I have found it both desirable and necessary to support the conduit or flue on the train-top in such manner that such conduit will have a movement relative and in conformity with the movement of the train. For instance, it is well known that in turning sharp curves or corners the cars of a long train will often swing from side to side or out of alinement with each other, and to permit the conductor to conform to such swinging movement of the cars I employ the following device, (clearly illustrated in Fig. 4'2) Permanently fastened to the top portion of the car is the frame 27, formed, preferably, of metal. and provided with the relatively parallel vertical arms or extensions 28. A cross bar or rod is loosely mounted in such vertical standard 28 in such manner that it may slide vertically thereon. Interposed between the under side of the cross-bar 29 and the lower portion of the frame 27 on the arms 28 are the tension-springs 30. These springs tend to return the cross-bar to its normal position after it has been forced downward through any pressure on top of the conduit. Laterally slidable upon the bar 29 is the sleeve 31, carrying a bracket 32, such bracket being adapted to support, to a certain extent, a section of the conduit. This bracket is preferably constructed as illustratedthat is, its lower portion conforming to the contour of the conduit and having at its upper portion the laterally-extending arms 33 33, such arms being bent at their ends, as at 34. Around the tubular duct-section, as at 35, I have placed a band provided with a loop, as at '36. Attached to the coupling-section 19 by any suitable means, such as the screw 37, is the spring 38, adapted to support one end of the metallic rod 39, which extends longitudinally of the conduit, the other end being held securely in place by the loop 36, the central portion of the rod 39 being supported on the arms 33 33 of the bracket 32. The resiliency of the spring permits the rod 39 to have a lateral movement relative to said arms when the train has a swinging motion.

By the arrangement of the supporting device as above described it will be observed that the conduit is capable of having a yielding motion in almost any direction to conform to the motion of the train. The spring and sliding of the cross-bar vertically on the standards 28 permit a vertical movement, the sleeve 31 permits lateral movement, and the spring 38 and the bar 39 allow for longitudinal movement relative to the train.

The many advantages incident to my improved conductor are too evident to need detailed description and need not be dwelt upon here, and the operation of the entire apparatus will be clearly understood from the above description.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-- 1. In an apparatus of the class described, a conduit composed of tubular sections adapted to be mounted on the train-top, means for coupling said sections, and means for supporting the same to permit the movement of the conduit relative to the movement of the trains, such means comprising vertical standards, adapted to be secured to the car-top, cross-rods mounted on the vertical standards, a sliding bracket mounted on the cross-rods, and springs for tensioning the said crossrods, the construction being such that play of the conduit is permitted in all directions, substantially as described.

2. In an apparatus of the class described, a conduit composed of tubular sections adapted to be mounted on a train-top, and means for supporting such conduit so as to permit the movement of the same vertically, relative to the movement of the train, such means comprising a frame mounted on the car-top having vertical arms, a cross-bar sliding verticallyon said arms,'a bracket supporting conduit mounted on said cross-rod and springs for tensionin g such cross-rod, substantially as described.

3. In an apparatus of the class described a conduit adapted to be mounted on a traintop, and means for permitting longitudinal movement of such conduit, such means comprising a frame having upwardly-extending arms, a cross-bar mounted on said frame, a conduit-supporting bracket slidably mounted on the cross-bar, a band surrounding said conduit, a spring connected to the conduit, a bar having its ends engaged by the aforesaid band and spring, such bar extending across and resting upon the conduit supporting bracket, substantially as described.

4. A smoke-conductor comprising a series of pipe-sections, a cinder-collector interposed therein, comprising an elongated casing extending belowthe line of pipes and formed with a horizontal screen extending through the same in the upper part thereof, a deflector near the inlet end of the said receptacle and arranged at the forward end of the screen for throwing cinders and smoke below the same, the screen permitting of the smoke rising again and passing on through thepiping while the cinders remain in the receptacle, substantially as described.

5. A smoke and cinder conductor for railwaytrains, comprising a series of pipes mounted on the cars of the train, means for yieldingly supporting the ends of said pipes in position, a spring-actuated means at the ends of the pipe-sections separate from said supporting means and arranged longitudinally of the pipes tending to draw said sections to a central position over the cars after they have been pulled to one side by rounding a curve, substantially as described.

6. A smoke-conductor for railway-trains comprising a series of pipes connected with the smoke-stack, of a locomotive extending over the cars of a train, a spring-supported bar beneath the end of each pipe-section, a laterally-sliding sleeve moving thereon attached to the piping, and means for securing the ends of the pipes together, substantially as described.

7. A smoke-conductor for trains comprising a series of pipe-sections connected with the smoke-flue of the locomotive, connecting-sections between the said pipes, means for tending to keep the pipes in proper alinement comprising a bar orarm pivotally secured to the pipe at one end, and a yielding means for securing said connecting-section to its other end, substantially as described.

8. A smoke-conductor comprising a series of pipes mounted on the cars and connected with the locomotive smoke-stack, couplingsections between the pipes, horizontal springsupported bars between the ends of each pipe, sleeves moving thereon and provided with rings for holding the pipes, laterally-projecting arms on the said rings above the pipes, means for holding the pipes in alinement, comprising bars resting upon and held in position by the said laterally-extending arms, one end of each bar being connected by a ring toa pipe, while the other end is connected by a spring to a pipe-coupling, substantially as described.

9. A smoke-conductor comprising a series of pipes, coupling sections interposed between the pipes, annular flanges carried by said sections and formed with depressed annular recesses in the faces of said flanges, a pivoted hook for engaging said recesses and flanges and levers for operating the hooks to clamp the flanges and hold the pipe-sections together, substantially as described.

In testimony whereof I hereunto affix my signature in presence of two witnesses.

DUANE L. POTTER.

Witnesses:

O. P. CRAWFORD, NATHAN P. WILoox. 

